Information processing device, method, non-transitory storage medium, and vehicle

ABSTRACT

An information processing device to be mounted on a vehicle includes a processor. The processor is configured to determine, in response to a request for the vehicle, one mode out of a plurality of modes defining behavior of the vehicle, make transition of a status of the vehicle among a plurality of statuses that is based on a state and a sub-mode, and control the vehicle based on the status of the vehicle that has been achieved by the transition. The state and the sub-mode are permitted in the determined mode.

CROSS-REFERENCE TO RELATED APPLICATION

This application is a Continuation of U.S. patent application Ser. No.17/405,156, filed on Aug. 18, 2021, which claims priority to JapanesePatent Application No. 2020-187358, filed on Nov. 10, 2020. Each of theprior applications is hereby incorporated by reference in entirety.

BACKGROUND 1. Technical Field

The present disclosure relates to an information processing device to bemounted on a vehicle, a method, a non-transitory storage medium, and avehicle.

2. Description of Related Art

Japanese Unexamined Patent Application Publication No. 2020-037309 (JP2020-037309 A) discloses a vehicle control system that can achieve awide range of cooperative control through mutual communication betweenmanagers of different functional systems. Vehicle control is executed ina functional system including a manager that optimally controlsoperations of a plurality of outputters related to a vehicle function.The vehicle control is based on a request obtained by preadjusting aplurality of inputs for controlling a predetermined vehicle function.

SUMMARY

In the vehicle control system described in JP 2020-037309 A, eachfunctional system determines whether the cooperative control can beexecuted based only on the request directly input to the functionalsystem. Therefore, contradiction cannot be detected between the requestinput to each functional system and requests input to other functionalsystems. In the vehicle control system described in JP 2020-037309 A,the request to be transmitted from each functional system to otherfunctional systems has already been adjusted. Therefore, the requestcannot be changed even if the adjusted request is inconsistent withrequests adjusted in other functional systems.

In the vehicle control system described in JP 2020-037309 A, when therequest is a comprehensive request covering functions of a plurality offunctional systems or a continuous request over time, there is apossibility that the request is not appropriately adjusted or adjustmentis not established among functions of three or more functional systems.

The present disclosure provides an information processing device amethod, a non-transitory storage medium, and a vehicle, configured tocontrol a vehicle without causing inconsistency among operations offunctions of a plurality of different functional systems.

An information processing device to be mounted on a vehicle according toa first aspect of a technology of the present disclosure includes aprocessor. The processor is configured to determine one mode out of aplurality of modes defining behavior of the vehicle that is related tousage and operation of the vehicle in response to a request for thevehicle. The processor is configured to make transition of a status ofthe vehicle among a plurality of statuses that is based on a state and asub-mode. The state and the sub-mode are permitted in the determinedmode. The processor is configured to control the vehicle based on thestatus of the vehicle that has been achieved by the transition.

In the information processing device according to the first aspect ofthe technology of the present disclosure, a condition for the processorto make the transition of the status of the vehicle may depend on thedetermined mode.

A method to be executed by a processor of an information processingdevice to be mounted on a vehicle according to a second aspect of thetechnology of the present disclosure includes determining one mode outof a plurality of modes defining behavior of the vehicle that is relatedto usage and operation of the vehicle in response to a request for thevehicle, making transition of a status of the vehicle among a pluralityof statuses that is based on a state and a sub-mode, and controlling thevehicle based on the status of the vehicle that has been achieved by thetransition. The state and the sub-mode are permitted in the determinedmode.

A non-transitory storage medium according to a third aspect of thetechnology of the present disclosure stores instructions that areexecutable by one or more processors of an information processing deviceto be mounted on a vehicle and that cause the one or more processors toperform the following functions. The functions include determining onemode out of a plurality of modes defining behavior of the vehicle thatis related to usage and operation of the vehicle in response to arequest for the vehicle, making transition of a status of the vehicleamong a plurality of statuses that is based on a state and a sub-mode,and controlling the vehicle based on the status of the vehicle that hasbeen achieved by the transition. The state and the sub-mode arepermitted in the determined mode.

The information processing device according to the first aspect of thetechnology of the present disclosure may be mounted on a vehicle.

According to the information processing device of the presentdisclosure, the control condition of the vehicle can centrally bemanaged through the state transition using the mode and state. Thus, theoverall vehicle can appropriately be controlled without causinginconsistency among the operations of the functions of the differentfunctional systems.

BRIEF DESCRIPTION OF THE DRAWINGS

Features, advantages, and technical and industrial significance ofexemplary embodiments of the disclosure will be described below withreference to the accompanying drawings, in which like signs denote likeelements, and wherein:

FIG. 1 is a functional block diagram of a vehicle control systemincluding an information processing device according to one embodiment;

FIG. 2 is a status transition diagram in main modes;

FIG. 3 is a status transition diagram in a traveling state;

FIG. 4 is a status transition diagram in a motion state;

FIG. 5 is a status transition diagram in a transportation state;

FIG. 6 is a status transition diagram in an electric powerinfrastructure cooperation state;

FIG. 7 illustrates an example of a correlation of transition among thestates in an automobile mode;

FIG. 8 is a status transition diagram in a driving sub-mode;

FIG. 9 is a status transition diagram in a charging sub-mode;

FIG. 10 is a status transition diagram in an equipment power supplysub-mode;

FIG. 11 is a status transition diagram in an auxiliary-devicesupplementation sub-mode;

FIG. 12 is a status transition diagram in an alternating current (AC)power supply sub-mode;

FIG. 13 illustrates Example 1 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 14 illustrates Example 2 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 15 illustrates Example 3 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 16 illustrates Example 4 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 17 illustrates Example 5 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 18 illustrates Example 6 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 19 illustrates Example 7 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 20 illustrates an example of adjustment requirements between thesub-modes in Example 7 of FIG. 19 ;

FIG. 21 illustrates Example 8 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 22 illustrates Example 9 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 23 illustrates Example 10 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other;

FIG. 24 illustrates Example 11 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other; and

FIG. 25 illustrates Example 12 of status transition in which the mainmodes, the states, and the sub-modes are associated with each other.

DETAILED DESCRIPTION OF EMBODIMENTS

An information processing device of the present disclosure providesfunctions of a control platform by a vehicle integrated electroniccontrol unit (ECU) (central ECU) alone, an external cloud alone, or acombination of the vehicle integrated ECU and the external cloud. Thecontrol platform operates as a central brain configured to controloverall operation and behavior of a vehicle. The use of the controlplatform can achieve appropriate control on the overall vehicle withoutcausing inconsistency among operations of functions of a plurality ofdifferent functional systems.

Embodiment Configuration

FIG. 1 is a functional block diagram of a vehicle control systemincluding an information processing device 20 according to oneembodiment of the present disclosure. The functional blocks exemplifiedin FIG. 1 include a service application 10, the information processingdevice 20, a vehicle device 30, a plant library 40, and a drivingapplication 50. The information processing device 20 includes a commandlibrary 21, a mobility system controller 22, an information sharingportal 23, and an integrated manager 24. The vehicle control system maybe mounted on a vehicle such as an automobile.

1. Service Application 10

The service application 10 is a functional block including applicationsthat implement services. The services are implemented by using pieces ofinformation in the inside and outside of the vehicle and components ofthe vehicle. Examples of the services include real-time operations ofthe vehicle as an automobile or product, scheduling related toactivation of applications (self applications and other applications)based on set times, collection and processing of databases, recordinginto recording media, and wireless transmission to the outside. Theapplication of this embodiment requests (calls) an abstract commandpredefined in the command library 21 from the information processingdevice 20 via an application programming interface (API). The abstractrequest may include supplementary information (for example, expectedservice execution period, priority, or frequency). For example, aservice provider can provide any service by programming the applicationusing an API depending on purposes. The contents of the API open tobusiness entities or the like may be changed depending on levels ofsoftware developers. Thus, the developers of the business entities orthe like can easily develop an application for implementing a newfunction. In the development, the developers of the business entities orthe like need not be aware of an electronic platform in the vehicle, thestructures of devices in the vehicle (actuators or sensors), and anenergy (electric or heat) system of the vehicle. Various applicationsmay be exemplified as the applications. For example, the applicationsare related to a cockpit user experience (UX), a remote service,Mobility-as-a-Service (MaaS), an energy management service, and anover-the-air (OTA) update service.

The service application 10 requests various services from the commandlibrary 21. The service application 10 refers to shared information opento the public at the information sharing portal 23. The serviceapplication 10 inputs a trigger for an instruction to activate anapplication from the mobility system controller 22 to the informationsharing portal 23. The service application 10 can exchange informationwith the plant library 40. Each application in the service application10 is basically executed in the vehicle, but may partially be executedin the cloud.

2. Command Library 21

The command library 21 is a functional block including an abstract API.This API implements control in response to an abstract service request(service API call) relating to the service from the service application10. In other words, the command library 21 converts a request receivedfrom the service application 10 into a request for the integratedmanager 24 or the mobility system controller 22. For example, thecommand library 21 includes a library of various commands forimplementing the following functions in association.

(1) Function of implementing a single or complex operation command forthe vehicle device 30 (such as an actuator). This operation command is acommand for fulfilling a request received from the service application10.

(2) Function of outputting (issuing) a switching trigger for a vehiclecontrol mode. The vehicle control mode defines behavior of the vehicle(usage of the vehicle as a product).

(3) Function of activating and stopping a power supply. The power supplyoperates a system necessary to fulfill a request.

(4) Function of providing an instruction to adjust energy sources inresponse to an entered energy demand (demand merging, demand weighting,suppliability determination, and selection of sources).

(5) Function of registering shared information in the informationsharing portal 23. The shared information is processed and/or generatedby using various types of data.

(6) Function of storing necessary information in a storage and operatinginternal and external communication devices.

(7) Timer function for activating a specified application at a set time.

For example, the command library 21 outputs a trigger for an instructionto switch the vehicle control mode, transmits an operation schedule, andreports scheduling to the mobility system controller 22. The commandlibrary 21 outputs a control request or a service request to theintegrated manager 24. The command library 21 receives various servicerequests from the service application 10. The command library 21 canprovide the information sharing portal 23 with application modificationinformation to be open to the public. The command library 21 refers toshared information open to the public at the information sharing portal23. The command library 21 can exchange information with the plantlibrary 40.

3. Mobility System Controller 22

The mobility system controller 22 is a functional block (determiner andstatus transitioner) configured to, for example, centrally manage acontrol condition related to behavior of the vehicle (usage oroperation), manage progress of a series of tasks based on an operationschedule, and manage schedules. For example, the mobility systemcontroller 22 has the following management functions.

(1) Vehicle Control Mode Management Function

The mobility system controller 22 manages overall control on the vehicleby using the following elements (plurality of modes and states). Themobility system controller 22 controls components of the vehicle device30 and behavior of the system, and adjusts UX requests depending onsituations of the vehicle (time, place, and occasion: TPO).

Main modes: determine the total usage of the vehicle depending onsituations.

-   -   <automobile mode/electric mode/generator mode/stop mode>

States: manage transition of vehicle statuses along with sequentialcontrol phases.

-   -   <traveling state/motion state/transportation state/electric        power infrastructure cooperation state>

Sub-modes: limit purposes and means of control under one or more modes.

-   -   <driving sub-mode/charging sub-mode/equipment power supply        sub-mode/auxiliary-device supplementation sub-mode/AC power        supply sub-mode>

(2) Schedule Management Function (scheduler)

The mobility system controller 22 schedules a start time and an end timeof a specified activity or application. Examples of the schedulinginclude timer charging and pre-air conditioning.

(3) Operation Management Function

In the use of MaaS, the mobility system controller 22 manages progressof vehicle movement, transportation service (flows of persons andgoods), stay service, and associated tasks (such as a conductorfunction) based on operation schedule tables.

(4) Fail Operation (FOP) Management Function

The mobility system controller 22 centrally manages Fail-safe and FOP ina personally owned vehicle (PoV) and in MaaS. For example, this functionincludes generation of reliability information of a main subsystem andsystem diagnosis as necessary.

The mobility system controller 22 outputs an instruction to permit orprohibit control and indices necessary for adjustment to the integratedmanager 24. The mobility system controller 22 outputs a trigger for aninstruction to activate an application to the service application 10.For example, the mobility system controller 22 acquires a trigger for aninstruction to switch the vehicle control mode, an operation schedule,and scheduling from the command library 21. The mobility systemcontroller 22 can provide the information sharing portal 23 withmobility system information (such as a control mode, an operationcondition, and a UX adjustment result) to be open to the public. Themobility system controller 22 refers to shared information open to thepublic at the information sharing portal 23. The mobility systemcontroller 22 can further provide mobility system information (such as adriving mode and a destination) to the driving application 50, and referto information in the driving application 50.

4. Information Sharing Portal 23

The information sharing portal 23 is a functional block configured toaggregate globally open information (shared information). The functionalblocks such as the service application 10, the command library 21, themobility system controller 22, and the integrated manager 24 refer tothe shared information. Reference can be made to the shared informationalso from the external cloud or control domains connected bycommunication from the vehicle integrated ECU (central ECU). Examples ofthe shared information include information on a status of the vehicle, asurrounding condition of the vehicle, scenes inside and outside thevehicle, results of detection of user's needs, and input values fromsensors. Each functional block can refer to the shared information ofthe information sharing portal 23 without recognizing the source ofgeneration (provision) of the shared information. The informationsharing portal 23 may include a coordinator that can process informationon, for example, a traveling scene of the vehicle (time, weather, andtemperature), a result of authentication of a vehicle user, and astorage capacity.

The information sharing portal 23 opens the shared information to theservice application 10, the command library 21, the mobility systemcontroller 22, the integrated manager 24, the vehicle device 30, and thedriving application 50. The information sharing portal 23 can acquireapplication modification information openable to the public from thecommand library 21. The information sharing portal 23 can acquiremobility system information (such as a control mode, an operationcondition, and a UX adjustment result) openable to the public from themobility system controller 22. The information sharing portal 23 canacquire an adjustment result openable to the public from the integratedmanager 24. The information sharing portal 23 can acquire generalinformation (about sensors, communications, and analog signals) openableto the public from the vehicle device 30. The information sharing portal23 may function as a gateway configured to output the generalinformation acquired from the vehicle device 30 directly to the serviceapplication 10. The information sharing portal 23 can acquire a drivingcondition (such as a stop determination result) openable to the publicfrom the driving application 50. The information open to the public atthe information sharing portal 23 is basically registered (stored) inthe vehicle. A part of the information may be registered (stored) in thecloud.

5. Integrated Manager 24

The integrated manager 24 is a functional block (controller) configuredto execute adjustment related to, for example, limitation on a physicalamount and whether to receive a request from the service application 10(service API call) and determine a final command for the vehicle device30 to fulfill the request based on a control condition of the mobilitysystem controller 22 and various types of shared information that can bereferred to at the information sharing portal 23. For example, theintegrated manager 24 includes managers for managing the followingfunctions. In this embodiment, the integrated manager 24 eliminates adifference caused by variations in equipment of the vehicle (hardwaredifference).

(1) System Activating/stopping Manager (power supply manager) Function

The integrated manager 24 controls activation and stop of a necessarysystem subordinate to the vehicle in response to a requested serviceneed, and outputs a command (power ON/OFF, network management (NM)trigger, or communication request).

(2) Power Manager Function

The integrated manager 24 efficiently controls consumption and supply ofelectric power, including charging, discharging, and voltage conversionin the vehicle. In this embodiment, the integrated manager 24 executesadjustment toward fair supply responding to all energy demands (electricpower or electric energy) entered (including scheduling) in the vehicle,determines whether to permit a service, determines upper and lowerlimits of an electric power balance, and selects an electric powersource (such as a high-voltage battery or a charger).

(3) Heat Manager Function

The integrated manager 24 efficiently controls demand and supply of heatto be exhausted from the vehicle or used for heating. In thisembodiment, the integrated manager 24 adjusts heat generation requestsfrom the service application 10 (air conditioning or componenttemperature control), and outputs a command to start an engine oractivate a fuel cell (FC) within a range in which fuel efficiency andemission requirements are satisfied.

(4) Motion Manager Function

The integrated manager 24 adjusts requests for a motion systemconfigured to control functions related to motions of the vehicle, suchas “run”, “turn”, and “stop”. In this embodiment, the integrated manager24 reflects requirements in the mobility system controller 22 (travelingstate, motion state, and transportation operation management) and newrequests in the MaaS service (such as prohibition of start and requestfor or prohibition of termination of vehicle holding).

An instruction to permit or prohibit control and indices necessary foradjustment are input to the integrated manager 24 from the mobilitysystem controller 22. A control request (or a service request) is inputto the integrated manager 24 from the command library 21. The integratedmanager 24 may function as a gateway configured to output the controlrequest input from the command library 21 directly to the vehicle device30. The integrated manager 24 outputs adjusted commands (for actuators,communications, or driver outputs) to the vehicle device 30. Theintegrated manager 24 can provide the information sharing portal 23 withan adjustment result of each manager to be open to the public. Theintegrated manager 24 refers to, for adjustment, shared information opento the public at the information sharing portal 23. The integratedmanager 24 can provide the driving application 50 with an answerback oran adjustment result of the motion manager. The integrated manager 24can refer to information related to a vehicle motion (such as anacceleration and a steering angle) requested by the driving application50.

In addition to the managers described above, the integrated manager 24may include, for example, a human machine interface (HMI) managerconfigured to control functions related to electric equipment control(usability) for appropriately displaying information on a navigationscreen and meters of the vehicle and appropriately providing operationson the vehicle.

6. Vehicle Device 30

The vehicle device 30 is a functional block including devices such assensors and actuators where control information, operation requests,data, and signals are input and output finally. Examples of the vehicledevice 30 include a sensor configured to acquire information indicatinga surrounding condition of the vehicle and information indicating thestatus of the vehicle, and a sensor configured to acquire information ondriver's driving operations for the vehicle (such as operations on anaccelerator, a brake, a steering wheel, and a shift lever). Examples ofthe vehicle device 30 also include a device to be used for activating anair-conditioning system (IGP), a device to be used for activating avehicle motion system (IGR), and an actuator of a starter (ST)configured to control activation of the engine.

Adjusted commands (for actuators, communications, or driver outputs) areinput to the vehicle device 30 from the integrated manager 24. Thevehicle device 30 can provide the information sharing portal 23 withgeneral information (about sensors, communications, and analog signals)to be open to the public.

7. Plant Library 40

The plant library 40 is a functional block configured to provideenvironments such as artificial intelligence (AI) or machine learningalgorithms, databases viewable from inside and outside of the vehicle,and a simulator configured to execute various simulations (such asestimation of a remaining charging period and map conversion) for use inimprovement of controllability of the service application 10. Theenvironments may partially or entirely be installed in the vehicle, ormay be located in the cloud.

The plant library 40 can request necessary information from the serviceapplication 10, the command library 21, and the driving application 50via a predetermined API. The plant library 40 can cause the serviceapplication 10, the command library 21, and the driving application 50to acquire information indicating results of predetermined processes(such as simulations). The functions of the plant library 40 arebasically installed in the vehicle, but may partially be executed in thecloud.

8. Driving Application 50

Among the applications installed in the vehicle, the driving application50 is dedicated to driving of the vehicle and assistance of the driving,and is not included in the service application 10. Examples of thedriving application 50 include remote driving such as autonomousparking, autonomous driving (AD), autonomous driving in MaaS(Autono-MaaS), and an advanced driver assistance system (ADAS).

The driving application 50 can refer to information (such as a drivingmode and a destination) open to the public at the mobility systemcontroller 22 via a predetermined vehicle driving API. The drivingapplication 50 can cause the mobility system controller 22 to refer toinformation. The driving application 50 can provide a driving condition(such as a stop determination result) to the information sharing portal23. The driving application 50 can acquire shared information (varioustypes of data) open to the public at the information sharing portal 23.The driving application 50 can request a vehicle motion (such as anacceleration and a steering angle) toward the integrated manager 24. Thedriving application 50 can receive an answerback (such as an adjustmentresult) from the integrated manager 24. The driving application 50 canexchange information with the plant library 40. Each application in thedriving application 50 is basically executed in the vehicle, but maypartially be executed in the cloud.

Since the vehicle control system of this embodiment includes thefunctional blocks described above, the vehicle control system canimplement various services by simply installing applications developedwithout being aware of, for example, the structure of the controlplatform, the defined commands, the system configuration of the vehicle,and the energy system handled in the vehicle. Control

Referring to FIG. 2 to FIG. 12 , detailed description is given of thevehicle control mode management that is one type of control to beexecuted by the mobility system controller 22 to implement variousservices in the vehicle control system of the present disclosure. Thevehicle control mode management is control related to behavior of thevehicle (usage or operation).

In the vehicle control mode management, the mobility system controller22 controls the behavior of the vehicle (usage or operation) by usingthe following control modes and control states.

(1) Main Modes (vehicle control modes)

1-1: Automobile mode

1-2: Electric mode (stationary electric mode)

1-3: Generator mode (emergency generator mode)

1-4: Stop mode

(2) States

2-1: Traveling state (standby, start, travel, end)

2-2: Motion state (hold, stop, startability determination, drive,stopping necessity determination)

2-3: Transportation state (standby, stop, depart, move)

2-4: Electric power infrastructure cooperation state (standby, ready,charge, supply)

(3) Sub-modes

3-1: Driving sub-mode (manual, semi-automatic, full-automatic)

3-2: Charging sub-mode (OFF, AC charging, direct current (DC) charging,contact, non-contact, solar high voltage)

3-3: Equipment power supply sub-mode (OFF, electric service, movementpreparation, loading and unloading of passengers, OTA)

3-4: Auxiliary-device supplementation sub-mode (OFF, high-voltagetransfer, solar low voltage)

3-5: AC power supply sub-mode (OFF, indoor ACC, indoor V2L, outdoor V2G,outdoor V2L)

(1) Main Modes

In the main modes, the total usage of the vehicle is determineddepending on situations. In the main modes, the automobile mode, theelectric mode, the generator mode, or the stop mode is selected. The“automobile mode” fulfills a movement or transportation need to use thevehicle as an automobile that is an original function. In the automobilemode, functions related to motions of the vehicle, such as “run”,“turn”, and “stop”, and their peripheral functions are executed. The“electric mode (or stationary electric mode)” fulfills a need to use theparked vehicle not as the automobile but as electric equipment (electricappliance) having a storage battery. In the electric mode, the storagebattery is charged through high-voltage transfer or charger operationbased on a power demand-supply balance in cooperation with the powermanager of the integrated manager 24 as well as use of on-board devices.The “generator mode (or emergency generator mode)” fulfills a need touse the parked vehicle not as the automobile but as an emergency ordaily-use generator. In the generator mode, necessary electric power isgenerated for use outside the vehicle. The “stop mode” is a default modewhen the vehicle is not operating as the automobile, the electricappliance, or the generator.

FIG. 2 is a status transition diagram among the stop mode ((ID=0) inFIG. 2 ), the automobile mode ((ID=1) in FIG. 2 ), the electric mode((ID=2) in FIG. 2 ), and the generator mode ((ID=3) in FIG. 2 ) of themain modes. The modes are switched based on the following conditions.

Stop mode to automobile mode

When a movement need ([A] in FIG. 2 ) arises in the stop mode, the stopmode is switched to the automobile mode. For example, whether themovement need ([A] in FIG. 2 ) arises can be determined in response to adirect or indirect operation of the driver of the vehicle, detection ofa request from MaaS (API), or termination of a vehicle holding status(shift position other than a parking (P) position).

Stop mode to electric mode

When a parking service need ([C] in FIG. 2 ) arises in the stop mode,the stop mode is switched to the electric mode. For example, whether theparking service need ([C] in FIG. 2 ) arises can be determined based ona charging/discharging status of the storage battery or in response todetection of various services such as external power supply. The stopmode is switched to the electric mode in conformity with statuses of theelectric power infrastructure cooperation state, the charging sub-mode,the equipment power supply sub-mode, and the auxiliary-devicesupplementation sub-mode described later.

Stop mode to generator mode

When a power generation need ([E] in FIG. 2 ) arises in the stop mode,the stop mode is switched to the generator mode. For example, whetherthe power generation need ([E] in FIG. 2 ) arises can be determined inresponse to detection of a request for emergency power generation insideor outside the vehicle. The stop mode is switched to the generator modein conformity with a status of the AC power supply sub-mode describedlater.

Automobile mode to stop mode

When determination is made that movement is completed ([B] in FIG. 2 )in the automobile mode, the automobile mode is switched to the stopmode. For example, whether the movement is completed ([B] in FIG. 2 )can be determined when the movement need ([A] in FIG. 2 ) is ended andparking of the vehicle is completed.

Automobile mode to electric mode

When a parking service need ([C′] in FIG. 2 ) arises in the automobilemode, the automobile mode is switched to the electric mode. The parkingservice need ([C′] in FIG. 2 ) is similar to the parking service need([C] in FIG. 2 ). The automobile mode is switched to the electric modein conformity with the statuses of the electric power infrastructurecooperation state, the charging sub-mode, the equipment power supplysub-mode, and the auxiliary-device supplementation sub-mode describedlater.

Electric mode to automobile mode

When a movement need ([A′] in FIG. 2 ) arises in the electric mode, theelectric mode is switched to the automobile mode. The movement need([A′] in FIG. 2 ) is similar to the movement need ([A] in FIG. 2 ).

Electric mode to stop mode

When determination is made that a parking service is completed ([D] inFIG. 2 ) in the electric mode, the electric mode is switched to the stopmode. For example, whether the parking service is completed ([D] in FIG.2 ) can be determined when the parking service need ([C] in FIG. 2 ) istotally ended.

Electric mode to generator mode

When a power generation need ([E′] in FIG. 2 ) arises in the electricmode, the electric mode is switched to the generator mode. The powergeneration need ([E′] in FIG. 2 ) is similar to the power generationneed ([E] in FIG. 2 ). The electric mode is switched to the generatormode in conformity with the status of the AC power supply sub-modedescribed later.

Generator mode to stop mode

When determination is made that power generation is completed ([F] inFIG. 2 ) in the generator mode, the generator mode is switched to thestop mode. For example, whether the power generation is completed ([F]in FIG. 2 ) can be determined when the power generation need ([E] inFIG. 2 ) is totally ended.

(2) States

Each state is under a specific mode among the main modes, and thevehicle statuses transition along with sequential control phases. Thestates include the traveling state, the motion state, and thetransportation state to be selected in the automobile mode, and theelectric power infrastructure cooperation state to be selected in theelectric mode. In each state, the vehicle statuses transition along withthe control phases as follows.

2-1: Traveling State

In the traveling state, statuses transition under the automobile mode.Possible vehicle statuses in the traveling state include “standby”,“start”, “travel”, and “end”. “Standby” is an initial status of thevehicle control system. In “standby”, preparation for traveling (trip)of the vehicle is started when an instruction is given for apredetermined event, and transition is made to a sleeping status when noinstruction is given. “Start” is a status in which the vehicle starts apower train system to start movement. In “start”, a starting request(cranking request) is issued. “Travel” is a status in which the startingof the power train system is completed and a driving force can begenerated. “End” is a status in which the driving force cannot begenerated irrespective of traveling or stopping of the vehicle.

FIG. 3 is a state transition diagram among “standby” ((ID=0) in FIG. 3), “start” ((ID=1) in FIG. 3 ), “travel” ((ID=2) in FIG. 3 ), and “end”((ID=3) in FIG. 3 ) of the traveling state. The statuses transitionbased on the following conditions.

Standby to start

When determination is made that a trip is started ([A] in FIG. 3 ) in“standby”, “standby” transitions to “start”. For example, whether thetrip is started ([A] in FIG. 3 ) can be determined in response to adirect or indirect operation of the driver of the vehicle or detectionof a request from MaaS (API).

Start to Travel

When determination is made that the power train is activated ([B] inFIG. 3 ) in “start”, “start” transitions to “travel”. In a case wherethe vehicle is a hybrid electric vehicle (HEV), an electric vehicle(EV), or a plug-in hybrid electric vehicle (PHEV), whether the powertrain is activated ([B] in FIG. 3 ) can be determined when an operationstatus is “Ready-ON”. In a case where the vehicle is an automobileincluding an internal combustion engine (conventional vehicle), whetherthe power train is activated ([B] in FIG. 3 ) can be determined when theengine is combusted completely.

Travel to End

When determination is made that the power train is stopped ([C] in FIG.3 ) in “travel”, “travel” transitions to “end”. Whether the power trainis stopped ([C] in FIG. 3 ) can be determined when the request from thedriver of the vehicle or MaaS (API) is withdrawn or the operation statusof the vehicle is “Ready-OFF”.

End to Standby

When determination is made that the trip is ended ([D] in FIG. 3 ) in“end”, “end” transitions to “standby”. Whether the trip is ended ([D] inFIG. 3 ) can be determined when the vehicle is stopped and held (theshift position is the parking (P) position).

End to Start

When determination is made that the power train is restarted ([A′] inFIG. 3 ) in “end”, “end” transitions to “start”. For example, whetherthe power train is restarted ([A′] in FIG. 3 ) can be determined inresponse to a direct or indirect operation performed again by the driverof the vehicle or re-detection of a request from MaaS (API).

Start to End

When determination is made that the starting of the power train hasfailed ([C′] in FIG. 3 ) in “start”, “start” transitions to “end”. Forexample, whether the starting of the power train has failed ([C′] inFIG. 3 ) can be determined when the activation of the power train ([B]in FIG. 3 ) cannot be detected after an elapse of a predeterminedperiod.

2-2: Motion State

In the motion state, statuses transition under the automobile mode.

Possible vehicle statuses in the motion state include “hold”, “stop”,“startability determination”, “drive”, and “stopping necessitydetermination”. “Hold” is an initial status of the vehicle controlsystem. In “hold”, a service or activity is permitted on the premisethat the vehicle does not move. In this period, termination of thevehicle holding state is prohibited as necessary. “Stop” is a status inwhich the vehicle cannot be started mainly due to an external factorother than a road condition. In “stop”, the vehicle is stopped byholding the brake. “Startability determination” is a status in which aperson having responsibility for driving (such as the driver) intends totemporarily stop the vehicle by holding the brake based on, for example,the road condition. “Drive” is a status in which the person havingresponsibility for driving (such as the driver) intends to execute avehicle motion (such as traveling) while a driving force is generated asappropriate. “Stopping necessity determination” is a status in which thevehicle needs to be stopped mainly due to an external factor other thanthe road condition and the power train system cannot be permitted togenerate the driving force.

FIG. 4 is a status transition diagram among “hold” ((ID=0) in FIG. 4 ),“stop” ((ID=1) in FIG. 4 ), “startability determination” ((ID=2) in FIG.4 ), “drive” ((ID=3) in FIG. 4 ), and “stopping necessity determination”((ID=4) in FIG. 4 ) of the motion state. “Startability determination” isa status to be selected while generation of the driving force ispermitted. “Stopping necessity determination” is a status to be selectedwhile the vehicle motion is executed. “Drive” is a status to be selectedwhile permitting generation of the driving force and executing thevehicle motion. The statuses transition based on the followingconditions.

Hold to stop

When determination is made that holding is terminated ([A] in FIG. 4 )in “hold”, “hold” transitions to “stop”. For example, whether theholding is terminated ([A] in FIG. 4 ) can be determined when the shiftposition is a position other than the parking (P) position (a parkinglock is released) and a parking brake is released.

Stop to startability determination

When determination is made that drive is possible ([B] in FIG. 4 ) in“stop”, “stop” transitions to “startability determination”. For example,whether the drive is possible ([B] in FIG. 4 ) can be determined whenthe operation status of the vehicle is “Ready-ON” and the vehicle motionsystem has reliability.

Startability determination to drive

When determination is made that drive intention arises ([C] in FIG. 4 )in “startability determination”, “startability determination”transitions to “drive”. For example, whether the drive intention arises([C] in FIG. 4 ) can be determined when the shift position is a positionof a drive (D) or reverse (R) position and the brake is turned OFF (abrake pedal is not depressed).

Drive to stopping necessity determination

When determination is made that the drive is impossible ([D] in FIG. 4 )in “drive”, “drive” transitions to “stopping necessity determination”.For example, whether the drive is impossible ([D] in FIG. 4 ) can bedetermined when the operation status of the vehicle is “Ready-OFF”, thevehicle motion system has no reliability (system malfunction), ordetermination is made to immediate stop the vehicle by the conductorfunction. The conductor function can limit (lock) the operation of themovable vehicle.

Stopping necessity determination to stop

When determination is made that the vehicle is stopped ([A′] in FIG. 4 )in “stopping necessity determination”, “stopping necessitydetermination” transitions to “stop”. For example, whether the vehicleis stopped ([A′] in FIG. 4 ) can be determined when the speed of thevehicle (vehicle speed) is zero or substantially zero corresponding tostop.

Startability determination to stop

When determination is made that the vehicle is waiting for departure([A″] in FIG. 4 ) in “startability determination”, “startabilitydetermination” transitions to “stop”. For example, whether the vehicleis waiting for departure ([A″] in FIG. 4 ) can be determined whenpreparation for departure is not completed by the conductor function orerror proofing is activated in response to an erroneous operation.

Drive to startability determination

When determination is made that stop intention arises ([B′] in FIG. 4 )in “drive”, “drive” transitions to “startability determination”. Forexample, whether the stop intention arises ([B′] in FIG. 4 ) can bedetermined when the brake is turned ON (the brake pedal is depressed)and the vehicle speed is zero or substantially zero corresponding tostop.

Stopping necessity determination to drive

When determination is made that drive is possible ([C′] in FIG. 4 ) in“stopping necessity determination”, “stopping necessity determination”transitions to “drive”. Similarly to the determination as to whether thedrive is possible ([B] in FIG. 4 ), whether the drive is possible ([C′]in FIG. 4 ) can be determined, for example, when the operation status ofthe vehicle is “Ready-ON” and the vehicle motion system has reliability.

Stop to stopping necessity determination

When determination is made that the vehicle rolls ([D′] in FIG. 4 ) in“stop”, “stop” transitions to “stopping necessity determination”. Forexample, whether the vehicle rolls ([D′] in FIG. 4 ) can be determinedwhen the stopped vehicle starts to move forward or rearward.

Stop, startability determination, drive, or stopping necessitydetermination to hold

When determination is made that the vehicle is held ([E] in FIG. 4 ) in“stop”, “startability determination”, “drive”, or “stopping necessitydetermination”, the status transitions to “hold”. For example, whetherthe vehicle is held ([E] in FIG. 4 ) can be determined when the shiftposition is the parking (P) position or the parking brake is actuated.

2-3: Transportation State

In the transportation state, statuses transition under the automobilemode. Possible vehicle statuses in the transportation state include“standby”, “stop”, “depart”, and “move”. “Standby” is an initial statusof the vehicle control system. “Standby” is selected when the vehicle isused as a personally owned vehicle (PoV) having no mobility need. “Stop”is a status in which the vehicle is parked at a destination to load orunload passengers or baggage and execute a task associated with theparking. “Depart” is a status in which preparation and check areexecuted immediately before departure for a next destination. “Depart”is continued until the preparation and check are completed. “Move” is astatus in which a sequence of tasks is executed depending on purposes orprogress of a transportation schedule (reference to other information).

FIG. 5 is a status transition diagram among “standby” ((ID=0) in FIG. 5), “stop” ((ID=1) in FIG. 5 ), “depart” ((ID=2) in FIG. 5 ), and “move”((ID=3) in FIG. 5 ) of the transportation state. The statuses transitionbased on the following conditions.

Standby to stop

When determination is made that an operation is started ([A] in FIG. 5 )in “standby”, “standby” transitions to “stop”. For example, whether theoperation is started ([A] in FIG. 5 ) can be determined when the startof a movement service is accepted. Examples of a task associated withthe stop mainly include switching of the condition of transition to adifferent state.

Stop to depart

When determination is made that the vehicle is ready for departure ([B]in FIG. 5 ) in “stop”, “stop” transitions to “depart”. For example,whether the vehicle is ready for departure ([B] in FIG. 5 ) can bedetermined in response to detection of information indicating that ascheduled departure time has come. Examples of a task associated withthe departure mainly include closing of an automatic door in a humanflow service, and prohibition of termination of vehicle holding duringthe closing operation.

Depart to move

When determination is made that the vehicle has departed ([C] in FIG. 5) in “depart”, “depart” transitions to “move”. For example, whether thevehicle has departed ([C] in FIG. 5 ) can be determined in response totransition from the traveling state to the “drive” status. Examples of atask associated with the departure mainly include various announcementsrelated to a human flow.

Move to stop

When determination is made that the movement is completed ([D] in FIG. 5) in “move”, “move” transitions to “stop”. For example, whether themovement is completed ([D] in FIG. 5 ) can be determined in response todetection of information indicating that the vehicle arrives at adestination. Examples of a task associated with the stop mainly includeissuance of a vehicle holding command, and opening of the automatic doorin the human flow service.

Stop to standby

When determination is made that the operation is finished ([E] in FIG. 5) in “stop”, “stop” transitions to “standby”. For example, whether theoperation is finished ([E] in FIG. 5 ) can be determined when themovement service is completed or a halt of the movement service isaccepted. Examples of a task associated with the standby mainly includeresetting of the transition condition.

2-4: Electric Power Infrastructure Cooperation State

In the electric power infrastructure cooperation state, statusestransition under the electric mode. Possible vehicle statuses in theelectric power infrastructure cooperation state include “standby”,“ready”, “charge”, and “supply”. “Standby” is an initial status with noinfrastructure cooperation request. “Ready” is a status in which aninfrastructure cooperation request is recognized and then the vehicle iswaiting for selection of a charging or discharging (power supply) step,or a status in which the charging and discharging steps are beingswitched. “Charge” is a status indicating the charging step for chargingfrom infrastructure to the vehicle (or its storage battery). “Supply” isa status indicating the supplying step for supplying energy from thevehicle (or its storage battery) to the infrastructure.

FIG. 6 is a status transition diagram among “standby” ((ID=0) in FIG. 6), “ready” ((ID=1) in FIG. 6 ), “charge” ((ID=2) in FIG. 6 ), and“supply” ((ID=3) in FIG. 6 ) of the electric power infrastructurecooperation state. The statuses transition based on the followingconditions.

Standby to ready

When determination is made that cooperation is started ([A] in FIG. 6 )in “standby”, “standby” transitions to “ready”. For example, whether thecooperation is started ([A] in FIG. 6 ) can be determined in response todetection of an infrastructure cooperation request.

Ready to standby

When determination is made that the cooperation is finished ([B] in FIG.6 ) in “ready”, “ready” transitions to “standby”. For example, whetherthe cooperation is finished ([B] in FIG. 6 ) can be determined when theinfrastructure cooperation request is not detected.

Ready to charge

When determination is made that charging is started ([C] in FIG. 6 ) in“ready”, “ready” transitions to “charge”. For example, whether thecharging is started ([C] in FIG. 6 ) can be determined in response to acharging instruction from infrastructure to the vehicle.

Charge to ready

When determination is made that the charging is finished ([D] in FIG. 6) in “charge”, “charge” transitions to “ready”. For example, whether thecharging is finished ([D] in FIG. 6 ) can be determined in response to acharging finish instruction or a power supply start instruction from theinfrastructure to the vehicle. The charging step is switched to thepower supply step such that “charge” temporarily returns to “ready” andthen “ready” transitions to “supply”.

Ready to supply

When determination is made that power supply is started ([E] in FIG. 6 )in “ready”, “ready” transitions to “supply”. For example, whether thepower supply is started ([E] in 20 FIG. 6 ) can be determined inresponse to a power supply instruction from the infrastructure to thevehicle.

Supply to ready

When determination is made that the power supply is finished ([F] inFIG. 6 ) in “supply”, “supply” transitions to “ready”. For example,whether the power supply is finished ([F] in FIG. 6 ) can be determinedin response to a power supply finish instruction or a charging startinstruction from the infrastructure to the vehicle. The power supplystep is switched to the charging step such that “supply” temporarilyreturns to “ready” and then “ready” transitions to “charge”.

FIG. 7 illustrates an example of a correlation of transition among thestates (traveling, motion, and transportation states) in the automobilemode. As illustrated in FIG. 7 , in the vehicle control mode managementof this embodiment, transition to a different status is prohibiteddepending on a combination of the main mode and one or more statuses ofeach of the individual states, thereby avoiding interference of variousrequests and avoiding control stagnation or the like through forcibletransition to a different status.

<a1> in FIG. 7 : When a trip start request is made and the main mode isswitched from “stop” to “automobile”, the traveling state transitionsfrom “standby” to “start”.

<a2> in FIG. 7 : In a movement service of MaaS, a higher-level movementservice request is associated.

<b1> in FIG. 7 : When the traveling state transitions to “travel” afterbecoming “Ready-ON”, the motion state transitions to “startabilitydetermination”.

<b2> in FIG. 7 : In the movement service of MaaS, “stop” of the motionstate is kept until preparation for departure is completed (thetransportation state transitions to “depart”).

<c> in FIG. 7 : When a stop request is made in the movement service ofMaaS, transition to “startability determination” is prohibited in themotion state.

<d> in FIG. 7 : When determination is made that the vehicle becomes“Ready-OFF” during traveling, the motion state transitions to “stoppingnecessity determination” and the vehicle is stopped without generating adriving force.

<e1> in FIG. 7 : When the traveling of the vehicle is ended, the motionstate transitions to “hold” to finish the trip.

<e2> in FIG. 7 : The main mode is switched from “automobile” to “stop”and the use of the vehicle is ended.

<e0> in FIG. 7 : In the movement service of MaaS, the traveling statetransitions from “end” to “standby” in response to transition of thetransportation state from “stop” to “standby”.

(3) Sub-modes

In the sub-modes, purposes and means of control are limited under one ormore main modes. The sub-modes include the driving sub-mode, thecharging sub-mode, the equipment power supply sub-mode, theauxiliary-device supplementation sub-mode, and the AC power supplysub-mode. In each sub-mode, the vehicle statuses transition depending onthe purposes and means of control as follows.

3-1: Driving Sub-mode

In the driving sub-mode, individual statuses transition under theautomobile mode. Possible vehicle statuses in the driving sub-modeinclude “manual”, “semi-automatic”, and “full-automatic”. “Manual” is aninitial status of the vehicle control system, and is a driving status inwhich the driver has responsibility (manual and attended). In “manual”,driving assistance functions such as adaptive cruise control (ACC) andlane tracing assist (LTA) are executed. “Semi-automatic” is a drivingstatus in which an autonomous driving system has responsibility but thedriving responsibility is transferred to the driver in the event ofemergency (autonomous and attended). “Semi-automatic” is expected to beat or below Level 4 of autonomous driving that is defined by the Societyof Automotive Engineers (SAE). “Full-automatic” is a driving status inwhich the autonomous driving system has responsibility and driving canbe performed even if the driver is absent (autonomous and unattended).“Full-automatic” is expected to be at or above Level 5 of autonomousdriving that is defined by the Society of Automotive Engineers (SAE). In“full-automatic”, a remote parking function can be executed.

FIG. 8 is a status transition diagram among “manual” ((ID=0) in FIG. 8), “semi-automatic” ((ID=1) in FIG. 8 ), and “full-automatic” ((ID=2) inFIG. 8 ) of the driving sub-mode. The individual statuses transitionbased on the following conditions.

Manual to semi-automatic

When determination is made that autonomous driving is started ([A] inFIG. 8 ) in “manual”, “manual” transitions to “semi-automatic”. Forexample, whether the autonomous driving is started ([A] in FIG. 8 ) canbe determined in response to a request for autonomous driving (Level 1to Level 4) from the driver of the vehicle.

Semi-automatic to manual

When determination is made that the autonomous driving is ended ([B] inFIG. 8 ) in “semi-automatic”, “semi-automatic” transitions to “manual”.For example, whether the autonomous driving is ended ([B] in FIG. 8 )can be determined when the request for autonomous driving (Level 1 toLevel 4) from the driver of the vehicle is withdrawn, the vehicle movesout of an autonomous driving area (a trip is ended), or theresponsibility is transferred from the autonomous driving system havingmalfunction to the driver (handover is completed).

Semi-automatic to full-automatic

When determination is made that the level is increased ([C] in FIG. 8 )in “semi-automatic”, “semi-automatic” transitions to “full-automatic”.For example, whether the level is increased ([C] in FIG. 8 ) can bedetermined in response to a request for autonomous driving (at or aboveLevel 5) from the driver of the vehicle or the movement service of MaaS,acceptance of remote parking (loading/unloading), or detection of adriver's faint (dead man's determination).

Full-automatic to semi-automatic

When determination is made that the level is reduced ([D] in FIG. 8 ) in“full-automatic”, “full-automatic” transitions to “semi-automatic”. Forexample, whether the level is reduced ([D] in FIG. 8 ) can be determinedin response to recognition of the driver of the vehicle and a requestfor autonomous driving (Level 1 to Level 4).

Manual to full-automatic

When determination is made that autonomous driving is started ([E] inFIG. 8 ) in “manual”, “manual” transitions to “full-automatic”. Forexample, whether the autonomous driving is started ([E] in FIG. 8 ) canbe determined in response to a request for autonomous driving (at orabove Level 5) from the driver of the vehicle or the movement service ofMaaS or acceptance of remote parking (loading/unloading).

Full-automatic to manual

When determination is made that the autonomous driving is ended ([F] inFIG. 8 ) in “full-automatic”, “full-automatic” transitions to “manual”.For example, whether the autonomous driving is ended ([F] in FIG. 8 )can be determined when the request for autonomous driving (at or aboveLevel 5) from the driver of the vehicle is withdrawn, the vehicle movesout of an autonomous driving area (a trip is ended), or unloading of thevehicle is completed by valet parking.

3-2: Charging Sub-mode

In the charging sub-mode, individual statuses transition under theelectric mode. Possible vehicle statuses in the charging sub-modeinclude “OFF”, “AC charging”, “DC charging”, “non-contact”, “contact”,and “solar high voltage”. “OFF” is a default status when the vehicle isnot charged. “AC charging”, “DC charging”, “non-contact”, “contact”, and“solar high voltage” are the following vehicle charging statuses.

“AC charging” is a status in which charging of the storage battery ofthe vehicle using an AC power supply is selected. For example, “ACcharging” is selected when charging the vehicle by the user inserting aplug into an AC power supply facility (including a start of chargingthrough activation of a timer), receiving AC power in the process ofinfrastructure cooperation of the vehicle (V2G), or directly supplyingelectric power to vehicle equipment by using an AC charger during aparking service (for example, pre-air conditioning or use of privateroom). For example, transition to “AC charging” is triggered by a plugconnecting operation, a pre-air conditioning request, or a private roomrequest input from the user, or arrival of a timer set time or V2x/VPPrequested by the system.

“DC charging” is a status in which charging of the storage battery ofthe vehicle using a DC power supply or discharging from the storagebattery is selected. For example, “DC charging” is selected whencharging the vehicle by the user inserting a plug into a DC power supplyfacility, receiving or supplying DC power in the process ofinfrastructure cooperation of the vehicle (V2G), or supplying electricpower in parallel to a parking service. For example, transition to “DCcharging” is triggered by a plug connecting operation, a pre-airconditioning request, or a private room request input from the user, orarrival of a timer set time or V2x/VPP determined by the system.

“Non-contact” is a status in which charging of the storage battery ofthe vehicle out of contact with a charging facility is selected. Forexample, “non-contact” is selected when the vehicle placed at a chargingstation is manually charged by the user through a switching (SW)operation. For example, transition to “non-contact” is triggered by theSW operation input from the user after the vehicle is placed at thecharging station.

“Contact” is a status in which charging of the storage battery of thevehicle in contact with a charging facility is selected. For example,“contact” is selected when the positioned and paired vehicle placed at acharging station is charged by coupling the charging station and thevehicle. For example, transition to “contact” is triggered by completionof the placement of the vehicle at the charging station after thevehicle is positioned and paired.

“Solar high voltage” is a status in which charging from a buffer batteryto a high-voltage storage battery is selected. The buffer batterytemporarily stores electric power generated in a solar power generationsystem. For example, “solar high voltage” is selected when the powerstorage amount (SOC) of the buffer battery reaches a predeterminedthreshold. For example, transition to “solar high voltage” is triggeredby determination in the system that the power storage amount of thebuffer battery reaches the threshold.

FIG. 9 is a status transition diagram among “OFF” ((ID=0) in FIG. 9 ),“AC charging” ((ID=1) in FIG. 9 ), “DC charging” ((ID=2) in FIG. 9 ),“non-contact” ((ID=3) in FIG. 9 ), “contact” ((ID=4) in FIG. 9 ), and“solar high voltage” ((ID=5) in FIG. 9 ) of the charging sub-mode. Whena request for at least one of “AC charging”, “DC charging”,“non-contact”, “contact”, and “solar high voltage” is made in “OFF”,“OFF” transitions to the requested charging status. When the chargingrequests are withdrawn, transition is made to “OFF”. When a plurality ofrequests overlaps, “AC charging” and “DC charging” have the highestpriority level, and “solar high voltage” has the lowest priority level.Selection of “AC charging” or “DC charging” depends on which one oftheir charging requests is made first (first-to-win). When the requestsare made simultaneously, “DC charging” is selected. “Non-contact” and“contact” have an exclusive relationship and are not establishedsimultaneously.

3-3: Equipment Power Supply Sub-mode

In the equipment power supply sub-mode, individual statuses transitionunder the automobile mode, the electric mode, and the generator mode.Possible vehicle statuses in the equipment power supply sub-mode include“OFF”, “electric service”, “movement preparation”, “loading andunloading of passengers”, and “OTA”. “OFF” is a default status whenservices related to equipment power supply are not carried out.“Electric service”, “movement preparation”, “loading and unloading ofpassengers”, and “OTA” are statuses in which the services related toequipment power supply are carried out as follows. “Electric service” isa status in which provision of a unique service using the vehicle for apurpose other than traveling is selected. “Electric service” isselectable in all of the automobile mode, the electric mode, and thegenerator mode. Examples of the unique service involving selection of“electric service” include services using a watchover function and aconnected vehicle function.

“Movement preparation” is a status in which provision of a uniqueservice dedicated to preparation before the vehicle travels is selected.“Movement preparation” is selectable only in the electric mode (or theautomobile mode in a case where transition is continuously made from“electric service” to “loading and unloading of passengers”). Examplesof the unique service involving selection of “movement preparation”include a service using a pre-air conditioning function.

“Loading and unloading of passengers” is a status in which provision ofa unique service dedicated to timings before and after a dooropening/closing operation in the vehicle traveling is selected. “Loadingand unloading of passengers” is selectable in all of the automobilemode, the electric mode, and the generator mode. Examples of the uniqueservice involving selection of “loading and unloading of passengers”include services using an electronic mirror function and a hospitalityfunction.

“OTA” is a status in which provision of reprogramming by wirelesscommunication is selected. “OTA” is selectable only in the electricmode. “OTA” is selected on the premise that all other services arehalted.

FIG. 10 is a status transition diagram among “OFF” ((ID=0) in FIG. 10 ),“electric service” ((ID=1) in FIG. 10 ), “movement preparation” ((ID=2)in FIG. 10 ), “loading and unloading of passengers” ((ID=3) in FIG. 10), and “OTA” ((ID=4) in FIG. 10 ) of the equipment power supplysub-mode. When a request for at least one of “electric service”,“movement preparation”, “loading and unloading of passengers”, and “OTA”is made in “OFF”, “OFF” transitions to a status in which the requestedservice can be provided. When service provision requests are withdrawn,transition is made to “OFF”. When a plurality of requests overlaps,“OTA” has the highest priority level, and the other statuses havepriority levels in ascending order of “loading and unloading ofpassengers”, “movement preparation”, and “electric service” under acondition that an upper level is inclusive of a lower level.

3-4: Auxiliary-device Supplementation Sub-mode

In the auxiliary-device supplementation sub-mode, individual statusestransition under the automobile mode, the electric mode, and thegenerator mode. Possible vehicle statuses in the auxiliary-devicesupplementation sub-mode include “OFF”, “high-voltage transfer”, and“solar low voltage”. “OFF” is a default status when the vehicle is notcharged. “High-voltage transfer” and “solar low voltage” are thefollowing vehicle charging statuses.

“High-voltage transfer” is a status in which a power transfer process isselected. In the power transfer process, electric power is transferredfrom a high-voltage battery to an auxiliary-device battery because thecharge level of the auxiliary-device battery decreases while the vehicleis parked for a long period. “High-voltage transfer” is selectable onlyin the electric mode. The power transfer function using the high-voltagebattery is premised on the system autonomously being activated withoutan instruction from the user or the like.

“Solar low voltage” is a status in which charging from a buffer batteryto the high-voltage storage battery is selected. The buffer batterytemporarily stores electric power generated in the solar powergeneration system while the vehicle is parked. “Solar low voltage” isselectable in all of the automobile mode, the electric mode, and thegenerator mode. The function of charging from the buffer battery to thehigh-voltage storage battery is premised on the system detecting thatthe power storage amount (SOC) of the buffer battery reaches apredetermined threshold being autonomously activated.

FIG. 11 is a status transition diagram among “OFF” ((ID=0) in FIG. 11 ),“high-voltage transfer” ((ID=1) in FIG. 11 ), and “solar low voltage”((ID=2) in FIG. 11 ) of the auxiliary-device supplementation sub-mode.When a request for at least one of “high-voltage transfer” and “solarlow voltage” is made in “OFF”, “OFF” transitions to a status in whichthe requested charging can be provided. When charging requests arewithdrawn, transition is made to “OFF”. When a plurality of requestsoverlaps, “high-voltage transfer” has a higher priority level than thatof “solar low voltage”.

3-5: AC Power Supply Sub-mode

In the AC power supply sub-mode, individual statuses transition underthe automobile mode, the electric mode, and the generator mode. Possiblevehicle statuses in the AC power supply sub-mode include “OFF”, “indoorACC”, “indoor V2L”, “outdoor V2G”, and “outdoor V2L”. “OFF” is a defaultstatus when the vehicle is not charged.

“Indoor ACC”, “indoor V2L”, “outdoor V2G”, and “outdoor V2L” are thefollowing vehicle charging statuses.

“Indoor ACC” is a status in which use of an accessory device is selectedby the user through a dedicated switching (SW) operation. “Indoor ACC”is selectable in the automobile mode and the electric mode. “Indoor ACC”may be selected in combination with a unique parking service.

“Indoor V2L” is a status in which emergency power generation is selectedthrough a unique command operation. “Indoor V2L” is selectable only inthe generator mode. The start of the engine or the use of the fuel cell(FC) is permitted for the emergency power generation.

“Outdoor V2G” is a status in which AC charging or dischargingcooperating with a building or system is selected based on an externalcommand after a dedicated jig is inserted into the vehicle. “OutdoorV2G” is selectable only in the electric mode.

“Outdoor V2L” is a status in which emergency power generation isselected through a unique command operation after a dedicated jig isinserted into the vehicle. “Outdoor V2L” is selectable only in thegenerator mode. The start of the engine or the use of the fuel cell (FC)is permitted for the emergency power generation. FIG. 12 is a statustransition diagram among “OFF” ((ID=0) in FIG. 12 ),

“indoor ACC” ((ID=1) in FIG. 12 ), “indoor V2L” ((ID=2) in FIG. 12 ),“outdoor V2G” ((ID=3) in FIG. 12 ), and “outdoor V2L” ((ID=4) in FIG. 12) of the AC power supply sub-mode. When a request for at least one of“indoor ACC”, “indoor V2L”, “outdoor V2G”, and “outdoor V2L” is made in“OFF”, “OFF” transitions to the requested charging status. When chargingrequests are withdrawn, transition is made to “OFF”.

SPECIFIC EXAMPLES

Referring further to FIG. 13 to FIG. 25 , description is given ofspecific examples of status transition in which the main modes(“automobile”, “electric”, “generator”, and “stop”), the states(“traveling”, “motion”, “transportation”, and “electric powerinfrastructure cooperation”), and the sub-modes (“driving”, “charging”,“equipment power supply”, “auxiliary-device supplementation”, and “ACpower supply”) are associated with each other. In the followingdescription, a status involving the main mode, the state, and thesub-mode is referred to as “mobility system status”.

Example 1

FIG. 13 is a diagram illustrating a summary of an example of transitionof the charging sub-mode and the AC power supply sub-mode associatedwith the electric power infrastructure cooperation state (Example 1).When no infrastructure cooperation instruction is given, the status isfixed in “standby”. In response to an infrastructure cooperationinstruction, transition is made to “ready”, “charge”, or “supply”.During cooperation, “charge” and “supply” are switched through temporaryintermediation of “ready”. The same applies to a case where the vehiclecannot respond to the infrastructure cooperation instruction due tocircumstances in the vehicle. In “(*1)” of FIG. 13 , only charging ispossible. In “(*1)” of FIG. 13 , only discharging is possible.

Example 2

FIG. 14 is a diagram illustrating a summary of an example of switchingof conditions to permit transition to “start” of the traveling state ineach of the statuses of the driving sub-mode (Example 2). FIG. 14illustrates conditions to determine whether to permit status transitionfrom “standby” to “start” of the traveling state in “manual”,“semi-automatic”, and “full-automatic”. In FIG. 14 , “(*1)” applies to acase of remote operation from Out-car. In FIG. 14 , “(*2)” is associatedwith a case where an occupant has a driver's license (for example, theelderly aged 75 or over).

Example 3

FIG. 15 is a diagram illustrating a summary of an example of directrequests for the motion system in each of the statuses in the automobilemode (Example 3). As illustrated in FIG. 15 , the overall behavior ofthe vehicle across a plurality of functions can centrally be controlledby inputting the mobility system status to managers (integrated managerand motion manager) that control the main functions. With the mobilitysystem status, direct commands can be determined.

Example 4

FIG. 16 is a diagram illustrating a summary of an example of gateadjustment based on the mobility system status in response to ahigher-level request in the automobile mode (Example 4). As illustratedin FIG. 16 , the overall behavior of the vehicle across a plurality offunctions can centrally be controlled by inputting the mobility systemstatus to the managers (integrated manager and motion manager) thatcontrol the main functions. Outputs can be prohibited or limited bycombining the mobility system status or arbitrary scene information withthe higher-level operation request.

Example 5

FIG. 17 is a diagram illustrating a summary of an example of activityadjustment in a transportation service (Example 5). A basic flow of thetransportation service is as follows. When the vehicle arrives at astation and any passenger is going to ride on or exit from the vehicle,the vehicle is held and then the automatic door is opened. Beforedeparture, the automatic door is fully closed while the vehicle iswaiting for departure. As illustrated in FIG. 17 , the overall behaviorof the vehicle across a plurality of functions can centrally becontrolled by inputting the mobility system status to the managers thatcontrol the main functions. With the mobility system status, directcommands can be determined.

Example 6

FIG. 18 is a diagram illustrating a summary of an example of powersupply adjustment in the automobile mode based on the mobility systemstatus and scene information (Example 6). As illustrated in FIG. 18 ,the overall behavior of the vehicle across a plurality of functions cancentrally be controlled by inputting the mobility system status to themanagers that control the main functions. With the mobility systemstatus, direct commands can be determined. Outputs can be prohibited orlimited by combining the mobility system status or arbitrary sceneinformation with a higher-level operation request.

Example 7

FIG. 19 is a diagram illustrating a summary of an example ofcombinations of status transition among the sub-modes throughcharging/discharging request adjustment (Example 7). In FIG. 19 , thestatuses of the charging sub-mode are illustrated in columns, and thestatuses of the equipment power supply sub-mode and the auxiliary-devicesupplementation sub-mode are illustrated in rows. Each combination showsthat only charging can be executed, only discharging can be executed, orcharging and discharging can be co-executed.

When the equipment power supply sub-mode is “OTA” and the chargingsub-mode is “AC charging” or “DC charging” ((*1) in FIG. 19 ),traveling-based equipment drive is not applied during charging involvingplug connection. Transition is permitted after the plug is removed. Whenthe equipment power supply sub-mode is not “OFF” and the chargingsub-mode is “solar high voltage” ((*2) in FIG. 19 ), solar charging isnot applied because of a strong probability that a loss during powertransfer increases as compared to charging power. When the chargingsub-mode is “solar high voltage” ((*3) in FIG. 19 ), a high-voltage sideof the solar system has a higher priority level because high-voltagecharging and low-voltage supplementation have an exclusive relationship.When the auxiliary-device supplementation sub-mode is “high-voltagetransfer” and the charging sub-mode is “AC charging”, “DC charging”,“non-contact”, or “contact” ((*4) in FIG. 19 ), only power transfer isexecuted if the selected charging system is a reprogramming target. Toavoid failure in reprogramming due to power outage, the reprogramming isexecuted in every case after necessary energy is prestored. When theauxiliary-device supplementation sub-mode is “solar low voltage” and thecharging sub-mode is “AC charging”, “DC charging”, “non-contact”, or“contact” ((*5) in FIG. 19 ), boosted supplementation using a main DC/DCconverter (DDC) is expected even during normal charging in case of adecrease in the charge level of the auxiliary-device battery. When thecharging sub-mode is “AC charging”, “DC charging”, “non-contact”, or“contact” ((*6) in FIG. 19 ), it is premised that simultaneous drivingof an existing DDC and a solar power transfer DDC is permitted similarlyto traveling. When the equipment power supply sub-mode is “movementpreparation” and the charging sub-mode is “non-contact” or “contact”((*7) in FIG. 19 ), rejection may be necessary for a service in which aspecific user rides on the vehicle (such as private room charging). Whenthe equipment power supply sub-mode is “OTA” and the charging sub-modeis “non-contact” or “contact” ((*8) in FIG. 19 ), suspension ofnon-contact charging may be necessary before and after a driver rides onthe vehicle for traveling.

FIG. 20 illustrates adjustment requirements between the equipment powersupply sub-mode and the auxiliary-device supplementation sub-mode. Whenthe equipment power supply sub-mode is “OTA”, the equipment power supplyhas priority. When the equipment power supply sub-mode is not “OTA”, theequipment power supply and the auxiliary-device supplementation can beco-executed. Every determination as to whether to execute each type ofpower supply and the high-voltage transfer finally depends ondemand-supply adjustment based on priority ranks. Co-execution of thepower supply and the solar low voltage can seamlessly be continued aftertransition to traveling. Through the co-execution in the mobilitysystem, effective use of energy can be expected when the buffer batteryis abolished.

Example 8

FIG. 21 is a diagram illustrating a summary of an example of adjustmentrequirements in combinations of the AC power supply sub-mode and theother charging/discharging sub-modes (Example 8). In FIG. 21 , thestatuses of the AC power supply sub-mode are illustrated in columns, andthe statuses of the charging sub-mode, the equipment power supplysub-mode, and the auxiliary-device supplementation sub-mode areillustrated in rows. In FIG. 21 , “A” to “H” represent the followingitems.

A in FIG. 21 : Charging and discharging can be co-executed

B in FIG. 21 : Only charging or discharging can be executed

C in FIG. 21 : Only AC power supply can be executed

D in FIG. 21 : Exclusive (first-to-win)

E in FIG. 21 : Discharging-side transition is permitted during AC powergeneration (reverse transition is not permitted)

F in FIG. 21 : Exclusive (switched as appropriate)

G in FIG. 21 : Co-executable only during a specific “electric service”(only charging or discharging can be executed in other cases)

H in FIG. 21 : Transition to AC is permitted only when “movementpreparation” is not executed (exclusive or first-to-win in other cases)

In FIG. 21 , “NOTHING” indicates that no combination exists.Parenthesized “Co-executable” ((A) in FIG. 21 ) indicates thattransition is permitted in the mobility system and determination isfinally made through priority adjustment among activities by the powermanager of the integrated manager or based on whether a request can bemade based on scene information on an activity side.

Example 9

FIG. 22 illustrates an example of an AC charging control flow (Example9).

<a> in FIG. 22 : A mode is started in response to edge detection of acharging plug connecting operation or a time setting notification fromschedule management during connection. Therefore, an IGB signal isoutput, and a power train charging system is activated. When a defaultcharging timer is enabled and a time has not come, operation is executedup to AC relay connection after the edge detection to calculate arequired period.

<b> in FIG. 22 : In response to a timer request, activation is scheduledby calculating a required period based on infrastructure, a batterycondition, and a target charging amount. When the time is insufficientimmediately after connection, activation is executed immediately.

<c> in FIG. 22 : In response to transmission of a charging methodselection result and reception of an execution request, execution ofcharging is managed in the power train (including transition tosuspension due to power outage or plug removal). After the charging iscompleted or the suspension is confirmed, the result is transmitted tothe mobility system and the control mode is terminated.

Example 10

FIG. 23 illustrates an example of a high-voltage auxiliary-devicebattery supplementation control flow (Example 10).

<a> in FIG. 23 : After a VPP execution request is received frominfrastructure, the switching state transitions to “ready” and the mainmode is switched to “electric”.

<b> in FIG. 23 : The charging/discharging method is recognized as ACbased on information from the connected infrastructure.

<c> in FIG. 23 : In response to an infrastructure request, the chargingsub-mode is switched to “AC charging” to execute charging. <d> in FIG.23 : After the charging is finished, the switching state is returned to“ready”. The same applies to a case where a suspension request is givenfrom the infrastructure.

When a power supply request is given from the infrastructure, the ACpower supply sub-mode is switched to “outdoor V2G”.

Similarly to the charging, the switching state is returned to “ready”and the power supply is finished. The mode is completed in “standby” asappropriate through time guard or the like. By setting thecharging/discharging switching state, exclusive adjustment of thecharging and the power supply can be executed to avoid controlinterference.

Example 11

FIG. 24 illustrates an example of a complex control flow involving aparking service, high-voltage transfer, and AC charging (Example 11).

<a> in FIG. 24 : When a service need arises, the equipment power supplysub-mode is switched to “electric service” and the electric mode isstarted. Power is supplied based on the requested service.

<b> in FIG. 24 : When the use of high voltage is permitted throughadjustment in the power manager of the integrated manager, powertransfer is commanded and IGB is activated.

<c> in FIG. 24 : When the AC charging is possible and AC power supply ispermitted through adjustment in the power manager of the integratedmanager, the charging sub-mode is switched to “AC charging” and the ACcharging is executed in parallel by outputting a charging command.

Example 12

FIG. 25 illustrates an example of an emergency power generation controlflow (Example 12).

<a> in FIG. 25 : In response to a power generation request given througha user operation, the AC power supply sub-mode is switched to “outdoorV2L” or “indoor V2L”. The main mode is switched from “OFF” to“(emergency) generator”.

<b> in FIG. 25 : An output processor outputs an IGP signal, and thepower train system is activated. An AC power supply command is outputsimultaneously. In a case of external power supply, an IGB signal foractivating the charging system and an external output command forswitching relays are output as well.

<c> in FIG. 25 : In response to the higher-level power supply and outputcommands, the request is fulfilled in a power train domain.

<d> in FIG. 25 : Even if the request is not withdrawn through a useroperation, the service is terminated at the limit of supply. Effectsetc.

As described above, the information processing device according to theembodiment of the present disclosure includes in advance variouscommands ,as the library, that can automatically determine, by simplycalling predetermined abstract commands in a control architecture thatcan implement activities, the complex actuator operation adjustment, thepower supply activation for activating a necessary system, the energysupply adjustment responding to energy demand (possibility determinationand energy source selection), and the mode switching for determining theoverall behavior of the vehicle.

Thus, application developers can easily develop a new or additionalapplication (service) by designing an algorithm intuitively for itspurpose without being aware of, for example, the structure of theelectronic platform in the vehicle, the defined commands, the systemconfiguration (hardware variations), and the energy system.

In the information processing device according to this embodiment, anyfunction can be added by simply referring to the information in thesharing portal, using the command library, and installing a new oradditional application alone without the need to revise relatedapplications.

The application developers can easily develop a new or additionalapplication.

In the information processing device according to this embodiment, it ispossible to avoid an increase in the number of inspection steps to findmalfunction due to unexpected behavior of the vehicle or the number ofinspection steps to check control interference through the behavior ofthe input/output interfaces (I/Fs) in the hierarchical structure.

In the information processing device according to this embodiment, thecontrol condition of the vehicle can centrally be managed through thestatus transition using the modes and states. Thus, the overall vehiclecan appropriately be controlled without causing inconsistency among theoperations of the functions of the different functional systems.

Although the technology of the present disclosure is described abovebased on the embodiment, the present disclosure can be regarded not onlyas the information processing device, but also as, for example, a methodto be executed by the information processing device including aprocessor and a memory, a program for the method, a non-transitorycomputer-readable recording medium storing the program, or a vehicleincluding the information processing device.

The present disclosure is useful in an information processing device tobe mounted on a vehicle or the like.

What is claimed is:
 1. An information processing device to be mounted ona vehicle, the information processing device comprising a processorconfigured to: determine one mode out of a plurality of modes definingbehavior of the vehicle in response to receiving a request for thevehicle, the request instructing execution of two or more functionsrespectively from a plurality of different functional systems includedin the vehicle; make transition of a status of the vehicle among aplurality of statuses that is permitted in the determined mode; andcontrol, for fulfilling the request, the execution of the two or morefunctions respectively from the plurality of different functionalsystems included in the vehicle based on the status of the vehicle thathas been achieved by the transition.
 2. The information processingdevice according to claim 1, wherein a condition for the processor tomake the transition of the status of the vehicle depends on thedetermined mode.
 3. A method to be executed by a processor of aninformation processing device to be mounted on a vehicle, the methodcomprising: determining one mode out of a plurality of modes definingbehavior of the vehicle in response to receiving a request for thevehicle, the request instructing execution of two or more functionsrespectively from a plurality of different functional systems includedin the vehicle; making transition of a status of the vehicle among aplurality of statuses that is permitted in the determined mode; andcontrolling, for fulfilling the request, the execution of the two ormore functions respectively from the plurality of different functionalsystems included in the vehicle based on the status of the vehicle thathas been achieved by the transition.
 4. A non-transitory storage mediumstoring instructions that are executable by one or more processors of aninformation processing device to be mounted on a vehicle and that causethe one or more processors to perform functions comprising: determiningone mode out of a plurality of modes defining behavior of the vehicle inresponse to receiving a request for the vehicle, the request instructingexecution of two or more functions respectively from a plurality ofdifferent functional systems included in the vehicle; making transitionof a status of the vehicle among a plurality of statuses that ispermitted in the determined mode; and controlling, for fulfilling therequest, the execution of the two or more functions respectively fromthe plurality of different functional systems included in the vehiclebased on the status of the vehicle that has been achieved by thetransition.
 5. A vehicle comprising the information processing deviceaccording to claim
 1. 6. The method according to claim 3, wherein acondition to make the transition of the status of the vehicle depends onthe determined mode.
 7. The non-transitory storage medium according toclaim 4, wherein a condition to make the transition of the status of thevehicle depends on the determined mode.